Steam-motor



3 SheetsSheet 1. V. H. ERNST. STEAM MOTOR.

(No Model.)

Patented Nov. 23,1897.

INVEVNTOR WNW BY 954mm &2 ATTORNEYS WfTNESSES: ,10% M 3. Sheets-Sheet.2.

Patented Nov. 23, 1897.

V.H.BRNST. STEAM MOTOR.

I "I I (No Model.)

m: NORRIS PE WITNESSES: A5

(No Model.) 3 Sheets-Sheet 3. V. H. ERNST. STEAM MOTOR.

Patented Nov. 23,1897;

Jw'a ATTORNEY I/WHIIJ WITNESSES:

JJWM

UNITED STATES.

PATENT OFFIGE.

VICTOR H. ERNST, OF JERSEY CITY, NEW JERSEY.

STEAM-MOTO R.

SPECIFICATION forming part of Letters Patent No. 593,994, dated November23, 1897.

Application filed March 13, 1896. Serial No. 583,077. No model.)

To all whom it may concern:

Be it known that I, VICTOR H. ERNST, a cit izen of the United States ofAmerica,and aresident of Jersey City, Hudson county, State of NewJersey, have invented an Improved Steam-Motor, of which the following isa specification.

My invention relates to steam-motors, more especially such as areadapted for use on roadvehicles and for other such purposes; and theobject of myinvention is to make as economic ally as possible a simpleand reliable construction of such steam-motor.

In the accompanying drawings, Figure 1 is a side elevation of myimproved steam-motor. Fig. 2 is a plan view with a part in section. Fig.3 is a longitu din al vertical section through the steam-cylinder on thelines 3 3, Figs. 2 and 4, but drawn to a larger scale. Fig. dis atransverse section on the line 4 4, Fig. 3. Fig. 5 is a View, drawn to asmaller scale, illustrating the manner of constructing the steamcylinderand valve-chambers. Figs. 6 and 7 are detail views illustrating parts ofthe valveoperating mechanism. Fig. 8 is a View of another detail. Figs.9 and 10 are views of parts of one of the valves. Fig. 11 is a view ofanother of the valves, and Figs. 12, 13, and let-31136 views of thecross-head and guides for the piston-rod.

In the present instance I have shown my invention as embodied in asingle-cylinder double-acting engine with a reciprocating piston, 0being the cylinder, P the piston, having a piston-rod 19, connected to asliding cross head S, guided above and below in guides G in the frame Fof the motor. This sliding cross-head is connected by a rod R to acrank-pin of the divided crank-shaft A, which turns in bearings a at theend of the frame F. This shaft preferably carries a flywheel f and has awheel W to transmit the power by any suitable means. In the presentinstance I have shown this wheel W as in the form of a sprocket-Wheel totransmit power by means of a chain to to the proper shaft of themotor-vehicle or other shaft to which power is to be transmitted.

At the opposite end of the crank-shaft from that carrying the fly-wheeland driving-wheel there is mounted an eccentric E, which transmitsmotion to the valves of the engine-cylinder through the medium of theeccentricrod E, sliding cross-head H, and connecting links and levers,which will be hereinafter described, and which impart to the valves anoscillating or partial rotating motion about their axes.

With this general statement of the main parts of my steam-motor andtheir relation to each other I will now proceed to describe the details,first referring to the manner of constructing the frame of the engineand then to the manner of constructing the steam-cylinder andvalve-chambers, and then I will pass to the construction of the valvesand their operating-levers, the sliding cross-head to which thepiston-rod is connected, and, finally, the eccentric for impartingmotion to the valves.

First, with reference to the motor-frame F, I wish to point out thatthis is constructed in two parts or halves 5 and 6, the dividing-linebeing in this case longitudinal and vertical. The two parts are securedtogether by screwbolts passing through lugs 7 7 above and below, asindicated in Figs. 1 and 2. For the more convenient fitting of the twoparts together I prefer to fit into some of the lugs 10- cating-thimbles8, which project beyond the meeting faces of their respective lugs onone part, and a recess 9 is counterbored in the meeting face of eachcorresponding lug on the other part 6, so that the two parts of theframe can be quickly fitted together and the bolts 9 also fitted.

As a further means of firmly holding the two parts of the frame togetherand to strengthen the general construction of the motor I form athreaded portion at the end next the motor-cylinder, onto which can bescrewed a threaded collar formed upon the adjacent cylinder-head 10, aswill be understood on reference to Fig. 3. This collar, it will be seen,embracing the ends of the motor-frame, makes a very solid connectionbetween the frame and cylinder and assists in holding the two parts ofthe frame together.

For economy of construction and in order that the parts may be made ofdrop-forgings I make the steam-cylinder, or rather the outer casingthereof, in two parts precisely alike, so that one set of dies willserve for both halves. The division in this case is made horizontally,as will be understood on reference to Figs. 1, 4, and 5. The meetingedges of the two halves of the cylinder-casing are of course flanged, sothat they can be bolted together, and on the side upon which thevalve-operating levers are to be arranged each part of thecylinder-casing is formed with a half-socket, so that when put togetherthey will form a socket 14 to receive a supportingstud 44 for theguide-rods 42 for the crosshead H, which transmits motion to the valves.Each half of the cylinder-easing is formed with four longitudinalrecesses 15, extending along their inner faces from near the center tonear the ends of the cylinder. At their inner adjacent ends passages 16are formed through the casings from these grooves to the exterior tomatch like passages in the valve-casin gs.

There are two valve-casings 18 and 19, one above for the steam and onebelow for the exhaust. These casings are arranged centrally on thesteam-cylinder with their axes at right angles to the axis of thecylinder. In this instance the valve-casings are preferably formedseparately and to be fitted onto the two halves of the cylinder-casingand have openings in them forming continuations of the correspondingpassages 16 in the casing.

Between the two parts of the steam-cylinder I provide an inner steelcylinder or shell 20, within which is fitted and moves the piston P,Fig. 3. As shown in Fig. 3, this steel cylinder closes up the innerfaces of the grooves 15 and converts them into steam-passages, openings21 being formed in the inner shell near the ends to admit steam back ofthe piston on the steam side and to allow it to exhaust from behind thepiston on the exhaust side.

As the grooves 15 and passages 16 can all be formed in the forging orcasting operation, and as the two halves of the cylinder are preciselyalike and the only machine-work needed will be to match the meetingfaces and to face off the ends of the cylinder or to mill out some partsof the grooves or passages 15 16, and as all milling for either half ofthe cylinder-casing can be done at a single operation, it will beevident that the steam-cylinder' can be very economically and simplyconstructed. The outer end of the cylinder is to be closed, of course,by any suitable head 22.

Referring now to the valve-chambers, it will be seen that there are twovalves for the steam side 18 and two for the exhaust side 19. The valvesare hollow cylindrical valves open at their inner or adjacent ends andin communication there with the steam-inlet 30 on the steam side, andsimilarly in the case of the exhaust side the valves are incommunication with the exhaust-outlet 31. The opposite ends of eachvalve-chamber are closed by screw-caps 23 and 24, one of these caps 23being provided with a stuffing-box for the passage therethrough of thesteam-stem 25, which carries the rotary valves 26 and 27 Each of thesevalves turns within ahardened and ground removable seating 28, fittedwithin the valve-casing, such seating being provided with openingscorresponding with and forming continuations of the passages 16. Each ofthese valves has passages 29 through it to register at the proper timewith the passages 16, leading to the ports 15. One of the valves, say26, may be secured to the valvestem 25, so as to be non-adjustablethereon, while the other, 27 can be adjusted thereon in a rotarydirection. For this purpose there is formed on the valve-stem 25 acollar 32, Figs. 4 and 11. This collar has notches 32" cut in it, andthe valve is clamped to the collar by screws passing through a clampingring 33 on one side of the collar into threaded openings in the base ofthe valve 26, as seen on reference to Fig. 4. The stems of thesesecuring-screws, as will be seen on reference to Fig. 11, pass throughthe notches 32, so that the valve cannot turn on the stem even if thesecuring-screws be not perfectly tight.

Referring now to the adjustable valve 27 I prefer to mount this on thevalve-stem in this way: I form the outer end of the valvestem 25polygonalin this instance with opposite flattened faces-and I fit overthe polygonal end of this stem a flanged collar 34, Figs. 4 and 10, sothat while the collar can be free to move longitudinally upon the stemto allow for expansion and contraction it must turn with the valve-stem.To the flange of this collar I secure, by means of screws 35, the valve27 but the securing-screws 35 pass through segmental slots in the baseof the valve 27, so that when these screws are loosened the valve can beadjusted rotarily upon the valve-stem 25 to a limited extent, aboutequal to the size of the ports 29 in the valve 27. This can be done atany time upon taking off the cap 24, Fig. 4. By this capacity ofadjustment of one of each pair of valves I can arrange the cut-off atany point within all desirable limits 011 the steam side, and similarlyI can arrange the cushion on the exhaust side at any point within alldesirable limits, and as the two valves are on the one and the same stemI am enabled to have the simplest possible construction of links andlevers to operate the valves. On the other hand, the necessity ofemploying in connection with these two valves two sets of ports leadingto the ends of the cylinder where one is ordinarily used does notcomplicate the construction or operation orincrease the cost, because,as I have pointed out, my mode of constructing the motor makes it justas easy to make at one and the same time two sets of ports as it wouldbe to make one.

lVith reference now to the mechanism for operating the valves, I secureto the ends of the stems 25 of the valves arms 40, connected by links 41to the ends of the crosshead II, which slides on the guide-rods 42.These latter are carried by the block 43, which has a stud 44 restingand supported in the socket IIO 14 of the steam-cylinder casing. Theopposite ends of rods 42 are supported by a plate 39, bolted to aprojection 38 on the engineframe. The manner of connecting the oppositeends of the links 41 to the arms 40 and the ends of the cross-head willbe-understoodon reference to Figs. 6, 7, and 8. The link 41 is'at itsopposite ends provided with right and left handed threads, onto whichare screwed steel balls 45, which fit within the two-part ball-sockets46 47, carried by the corresponding parts. The twohalves of theball-sockets are to be secured together by bolts and nuts 48. Pins 49may be passed through one half of each socket into the contained ball toprevent the latter from working loose, but without interfering withtheproper movement of the parts. By turning the link 41, however, in onedirection or the other it will be seen that the parts may be adjusted asfound desirable.

The cross-head H is fitted with hardenedsteel bushings or bearings 50,Fig. 7, where it slides upon guide-rods 42, and these bearings arepreferably split in order to make up for wear. This wear can be made upby tightening up the clamping-piece 51, hearing against one side of eachbushing, this clamping-piece being secured by a bolt 52, passedcentrally through the cross-head and having a securing-nut 53, Figs. 6and 7, at its outer end, while on its inner end it has a ball-andsocketconnection with the eccentric-rod E. Screw-pins 54 prevent the bearings50 from changing position in the cross-head and serve as an additionalmeans of taking up wear on the guide-rods.

I havean improved construction of an eccentric and eccentric-strap,which will be understood on reference to Figs. 1 and 2.

Upon the endof the crank-shaft A there is keyed a split conical bushing60, adjustable longitudinally on the shaft. To this bushing theeccentric E is firmly secured by a nut 61. Instead of splitting theeccentric-strap 62 in a plane at rightangles to the plane of theeccentric, as usual, I split the strap in the plane of the eccentric, aswill be seen on reference to Fig. 2, and the peripheral bearingface ofthe eccentric is coned or beveled in opposite directions, the cone-facesbeing at about right angles to each other, as shown. The two halves ofthe strap fit these faces and are secured together by bolts in such away that they can be tightened up to make up for wear. lVith thisconstruction the wear is uniform. There is no tendency to wear out ofround and no danger of binding, as is not uncommon with the ordinaryconstruction of eccentric.

The construction of the cross-head and guides for the piston-rod will beunderstood on reference to Figs. 12, 13, and 14. The

- guides G G are secured to the upper and lower parts of the frame byscrew-bolts 65, and grooves 66 may be formed in the back of the upperguide to receive oil through an opening 67, Fig.22, in the upper part ofthe motorframe. From these grooves 66 there lead passages 68 to theinner bearing-face of the guide. The opposite ends of the cross-head areprovided with shoes 70, having stems 71 in sockets in the ends of thecross-head. The outsides of these socket ends are threaded to receivescrew collars 72, hearing against shoulders at the back of the shoes 70,so as to allow of the shoes being adjusted outward toward the guides tomake up for wear. The lower of the two shoes may be provided with alubricating opening (indicated by dotted lines at 73 in Fig. 13) closedby a screw-plug 74, and grooves 75 (indicated by dotted lines in Figs.12 and 14) may lead out to the bearing-face of the shoe.

I claim as my invention 1; A frame for a steam-motor havingbearings forthe crank-axle at one end and divided in halves bolted together incombination with the steam-cylinder at the other end of the frame,having a part embracing the divided ends of said'frame, substantially asdescribed.

2. A steam-motor having a frame divided in halves threaded at thecylinder end, in combination with the steam-cylinder having its headwith a threaded flange to screw onto the threaded end of the dividedframe,'substantially as described.

3. A frame for a steam-motor, divided in halves, one part havinglocating-thimbles and the other recesses therefor 011 the meeting faces,and bolts passing through the thimbles to secure the parts together,substantially as described.

4. A steam-motor having its cylinder-casing made in two halves dividedlongitudinally,in combination with an inner shell form- 'ing ports inconjunction with grooves in the casing, substantially as described' 5. Asteam-motor having its cylinder-casing made in two halves having grooveson their inner faces to form ports in combination with" an inner shell,and valve-casings fitted to the outer sides of the two-part casing,substantially as described.

6. A steam-motor having a cylinder with two sets of steam-ports for thesteam side, in combination with a valve-stem carrying two rotary valvesto control said ports, one of said valves being rotarily adjustablewhereby any variation of steam-supply may be secured, substantially asdescribed.

7. A steam-motor, having a cylinder with two sets of steam-ports forboth the steam and the exhaust sides in combination with a valve-stemfor each side carrying two rotary valves controlling said ports, one ofsaid valves being rotarily adjustable, whereby any variation ofsteam-supply on the steam side and cushion on the exhaust side may besecured, substantially as described.

8. The combination of a valve-stem having a notched collar with a hollowvalve, a clamping ring and screws passing through the clamping-ring andvalve, and also the notches of the collar, substantially as and for thepurpose set forth.

9. The combination of a valve-stem having a polygonal part with a piecefitted thereon and a hollow valve having segmental slots in its head andsecuring-screws passing through said slots into the fitted piece,substantially as described.

10. A motor having a steam-cylinder with rotary valves in combinationwith a sliding cross-head, links and levers connecting the latter to thesaid valves, and guide-rods for the cross-head supported by thesteam-cylinder, substantially as described.

11. A motor having a steam cylinder formed with a socket on one side,and having rotary valves in combination with a sliding cross-headcontrolling said valves, a guiderod part for the cross-head providedwith a stud fitting in said socket, substantially as described.

12. The combination of the guide-rods, of

the valve-gear with the sliding cross-head having hardened split bearingfaces surrounding said rods With a clamping-piece, and bolt and nut totighten the bearing-faces to make up for Wear.

13. A motor having an eccentric With beveled bearing-faces incombination with a twopart eccentric-strap correspondingly beveled andsplit in the plane of the eccentric, substantially as described.

14. A motor having a crank-shaft with a clamping split conical bushingkeyed thereto longitudinally adjustable on said shaft and an eccentricfitted on the bushing, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

VICTOR H. ERNST.

Witnesses:

EDITH G. GRIsWoLD, IIUBERT HOWSON.

